Single lever control for varying the propeller pitch and the temperature of an aircraft engine



April 3, 1956 s. MAcHLANsKl SINGLE LEVER CONTROL FOR VARYING THE PROPELLER FITCH AND THE TEMPERATURE OF' AN AIRCRAFT ENGINE 7 Sheets-Sheet l Original Filed Sept. 20, 1950 .l n N Q. w@ moh :Sm So INVENToR. S/GMUND MHLANSK/ plll 3 1956 s. MAcHLANsKl 2,740,483

SINGLE LEVER CONTROL FOR VARYING THE PROPELLER PITCH ANO THE TEMPERATURE OF AN AIRCRAFT ENGINE Orlginal Filed Sept. 20, 1950 7 Sheets-Sheet 2 April 3, 1956 s. MACHLANSKYI SINGLE LEVER CONTROL FOR VARYING THE PROPELLER FITCH AND THE TEMPERATURE OF' AN AIRCRAFT ENGINE 7 Sheets-Sheet 5 Original Filed Sept.. 2C, 1950 INVENTOR. S/GMUND MACHLANSK/ H TT'ORA/f Y Aprll 3, 1956 s. MAcHLANsKl 2,740,483

SINGLE LEVER CONTROL FOR VARYING THE PROPELLER FITCH AND THE TEMPERATURE OF AN AIRCRAFT ENGINE Original Filed Sept. 2C, 1950 7 Sheets-Sheet 4 FIG. 4

STARTER CONTROL AND FUEL REGULATOR 2 8 82 INVENTOR. S/GMUND MACHLANSK/ APN] 3, 1956 s. MAcI-ILANSKI 2,740,483

SINGLE LEVER CONTROL FOR VARYING THE PROPELLER FITCH AND THE TEMPERATURE OF AN AIRCRAFT ENGINE Original Filed Sept. 2C, 1950 7 Sheets-Sheet 5 FIG. 5

FIG. e

sTART MIN. MAX. CUTOFF GSED POWER PowER A-/ 0"*--Q/"B Fg O//G I I l 359 @nun-yung Iy E FLIGHT CRUISE TAxI l TAxI REVERSE C FoRwARD GROUND OPERATION INVENToR. S/GMUND MCHLANS/I/ G77-ORNE Y Aprll 3, 1956 s, MACHLANSKI 2,740,483

SINGLE LEVER CONTROL FOR VARYING THE PROPELLER FITCH AND THE TEMPERATURE OF AN AIRCRAFT ENGINE Original Filed Sept. 20, 1950 7 Sheets-Sheet 6 79 INVEN TOR.

S/GMUND MACHLA/VSK/ April 3, 1956 s. MAcHLANsKl 2,740,483

SINGLE LEVER CONTROL FOR VARYING THE PROPELLER FITCH AND THE TEMPERATURE OF AN AIRCRAFT ENGINE Original Filed Sept. 20, 1950 '7 Sheets-Sheet 7 IN VEN TOR.

SINGLE LEVER CONTRGL FOR VARYNG THE PROPELLER PlTCH AND THE TEMPERATURE F AY AIRCRAFT ENGINE Sigmund Machlansld, Hackensack, N L I., assignor to Bendilx Aviation Corporation, Teterboro, N. i., a corporw ton of Delaware Original application September 20, 1950, Serial No. 185,828'. Divided and this application lanuary 25, 1952, Serial No. 268,394

6 Claims. (Cl. 176-43554) The present. application is a division of the copending application Serial No. 185,828 tiled September 2i), 1950, by Sigmund Machlanski and relates to al controi system for a turbine driven aircraft engine having a variable pitch propeller and more particularly to a novel single control means for effecting ground. and flight' operation of the4 aircraft.

An. object of the invention is to provide a novel. man ually operable control to determine` the operating condi.- tion of the' control system.

Another object of the invention is to provide anovel manually operable single control for effecting simultanea ously the pitch of an aircraft propeller and the tempera ture of combustion gases for driving the propeller. through a turbine.

The. above and other objects and features ofthe inven tion will appear more fully hereinafter froml a considerationof the following description taken in connection with the accompanying drawings wherein one embodiment of the invention is illustrated by way of example.

ln the drawings:

Figure l is a diagrammatic view showing a temperature responsive fuel control system for the automatic starting of aturbine driven engine in which there is provided .a speed' responsive mechanism for eifecting the necessary accessory functions in the starting operations. t

Figure 2 is a' diagrammatic View showing the switching system for the automatic starter control operated by the speed responsive mechanism of Figure l.

Figure 3 is a diagrammatic View showing the fuel control system for normal ground and flight operation.

Figure 4 is a diagrammatic view of anaircraft engine or gas turbine with which the systemsfshown in Figures l, 2 and 3. are designed for use.

Figure 5r is aperspective View of the novel pilot` control for the. system.

Figure 6 is a diagrammatic view showing thev schedule ofpoperation lof. the pilot control.

Figure 7 is an exploded view of the operating mechanismforthe pilot control of Figure 5.

Figure 8 is an enlarged fragmentary view illustrating the spring toggle action of the shift plate of Figure 7.

Figure 9- is adiagrammatic view showing the propeller pitch governor control circuit.

Figure 10 is a diagrammatic View showing aV modifica tion of the system of Figure 4 in which there is shown a fuel pump of the variable displacement type controlled by `a suitable motor.

Referring to the drawing of Figure 4, there isindicated by the numeral 2 an aircraft of a type with which the subject invention is designed for use. The'aircra'ft in ight moves toward the left as viewed in Figure4 so that air is rammed into an intake 5. The ram air is in turn compressed by a blower or compressor S and. flows through a conduit i0 into a combustion chamber 12. Fuel at a controlled rate is fedv throughlines 16-into the combustion chamber 12.

The'products of combustion tlow out through a nozzle 2,740,483 Patented Apr. 3, 1956 2?; iii to drive a turbine 2t) which drives the compressor 8 and a propeller 21 through a shaft 22. The exhaust exits through passage 23.. Gearing 24 and a shaft 26 connects the shaft 22` with a flyball speed governor 27 ofFigures 1 and. 3' of the automatic starter control and fuel regulator 2li hereinafter explained.

rlhe pitch of the blades of the propeller 21 may be varied by a suitable mechanism 2% under control of the pilot as' hereinafter explained.

Temperature responsive device Sil sensitive to the. 'temp'erature'of the air at the intake 5 is operably connected through` a conduit 31 to the fuel regulator for purposes hereinafter explained, while a temperature responsive device 32 is mounted at a suitable point in the combustion' chamber 12 for sensing the' temperature of the com'- bustio'n gases; The device 32 is operably connected through a conduit 33 to the fuel regulator andvv starter control 281 A suitable ignitor 3S isprovided for initially igniting the combustion gases in the vchamber 121 The ignitor 35 may be of conventional type and is' operably connected through a suitabley electrical. conduit to the starter control 28.

Also arranged for driving the turbine shaft 22 in star-ting is a suitable starting mechanism indicated herein generally by the numeral 36 and operably connected through electrical conduit 37 to the starter control'. The starting mechanism 36 may be arranged to engage the shaft 22 in' driving relation during starting and disengage thel shaft 22 after starting by suitable means, wellA known in the art:

Thefuel input lines i6 may be controlled by 4a suitable fuel equalizer valve 38 of a type disclosed and claimed in my copending application Serial No. 158,274 tiled April 26; 1950, and'having maximum speed limiting means operatively connected to the shaft 22 through a shaftV 33A as explained in the latter application.

'The' fuel equalizer valve 33 maybe controlled' by the automatic starter control 28 through' an electrical. conduit 39 operativelyconnectedrto the" control 28; The equalizer valve 38'1nay be supplied with fuel underppre'ssureof a pump 40 through a throttling valve 41 in asu'pply conduit 42. Y

The throttling valve 41 may be of conventional .type operatively controlled vthrough a shaft Si by a reversible electric motor 32 connected through an electrical' conduit 45 with the control system indicated generally by the numeral 28 and hereinafter explained with reference to Figures 1 andv 3. Instead of a throttling'valve, there may be used a variable displacement pump 40A con'- trolled by the motor 82 tovary the supply of fuel to the combustionv chamber 12 in accordanceY with the demands of the regulator' 28, as shown diagrammatically byFi'gure 11. A manually operable controlV indicated in Figure 4 generally by the numeral 465 may be 'adjusted by the `pilot in iiight to vary the setting of the regulator 28' to select the regulated combustion chamber temperature'. The' control 46 may be of a type shown in detail' in Figures 5-8 to effect the several control functions as hereinafter explained.

As will appear hereinafter, the control system is designed for five phases of operation as follows:

t control for which is shown in Figure 3 with the several switches adjusted as shown in dotted lines by the designation (3) and with the control lever 46 remaining in the previous position B.

4. Normal ground operation-The system of control for which is shown in Figure 3 with the several switches adjusted to the position shown in dotted lines by the designation (4) and with the control lever 46 adjusted to the ground operation position indicated by letter C of Figure 6.

4(0). Movement of the control lever 46 from position C to position D controls the angle of propeller 21 in reverse pitch for taxiing only.

4(b). Movement of the control lever 136 from position C to position E controls the angle of propeller 21 in forward pitch for taxiing only.

5. Flight Opemz'Om--The system of control for which is shown in Figure 3 with the several switches adjusted to the positions shown in solid lines by the designation (5) and with the control lever 46 adjusted from position E of Figure 6 to F for ilight minimum power and toward position G to progressively increase the flight power to maximum.

System of control for starting operation-Figure 1 Referring to the drawing of Figure 1, there is shown diagrammatically as disclosed and claimed in the cepending application Serial No. 158,273 a system of control for starting a turbine type engine in which the temperature responsive elements 32 and 30 are shown as thermocouples connected in a loop circuit including control windings and 51 of magnetic ampliliers 52 and 53. The magnetic amplifiers 52 and 53 include serially connected excitation windings 545 and 55 connected across a main source of constant frequency alternating current. The magnetic amplifiers 52 and 53 also include D. C. bias windings 56 and 57 and the controlled windings S8 and 59 inductively coupled to the excitation windings 52 and 53, respectively. The therrnocouples 30 and 32 are connected in opposing relation so that the control signal energizing the windings 50 and 5l will represent the difference between the temperatures at the compressor inlet and at the combustion chamber 12 which will in turn vary theA induced voltage in the regulated windings 58 and 59 in direct relation to the difference between such temperatures.

The windings 58 and 59 are serially connected to one k of the inputs of a mixer circuit indicated generally by Vthe numeral 60. The mixer circuit o0 may be of a conventional type or may be of a type such as disclosed in the copending application Serial No. 156,260, filed April 17, 1950, by William E. Brandau.

The other input to the mixer circuit 60 is grounded during starting operation by a switch 61 closing grounded contact 62. The opposite end of the serially connected control windings 58 and 59 is connected through a switch 63 which during the starting operation closes a contact 64 and through a second switch 65 which during the starting operation closes a contact 66 so as to connect in series with the control windings 58 and 59 an output winding 67 of a rate generator, the purpose of which will be explained hereinafter. t

The opposite end of the generator winding 67 is connected through a conductor 63 to a point on a potentiometer 69 which potentiometer is connected across a secondlary winding 70 of the transformer 71. The transformer 71 has a primary winding 72 connected` across the main source of constant frequency alternating current so as to induce in the secondary winding 70 a voltage acting in opposition to the voltage induced in the control windings 58 and 59. One end of the potentiometer 69 is connected by a conductor 73 to a point of the potentiometer 74 having one end grounded at 7S and the other end connected by a conductor 76 to a follow-up winding 77 grounded at'78. Inductively coupled to the follow-up l winding 77 is a rotor winding 79 connected across the main source of alternating current and positioned through a shaft 81 by actuator motor 82 as will be explained hereinafter.

It will be seen that upon they voltages induced in the winding 70 and control windings 58 and 59 being unbalanced a signal voltage will be applied through the mixer system 60 to output lines 83 of the mixer system to the input of a suitable amplifier 84. The amplifier 84 may be of a conventional type or may be of a type such as disclosed in U. S. Patent No. 2,493,605 granted January 3, 1950, to Adolph Warsher and assigned to Bendix Aviation Corporation.

The output of the amplifier 84 leads through output lines 8S to a limiter potentiometer S6 and thence to an input of an amplifier 87, likewise of conventional type. Output SS from the amplifier 87 leads to the control winding S9 of a two phase actuator motor 82 having its fixed phase winding 90 connected across the main source of alternating current. v

The actuator motor 82 is arranged to drive through the shaft 81 the throttling valve 41 so as to increase or decrease the ow of Vfuel to the engine depending upon the direction of unbalance of the main control system including control windings S8, 59 and 70. In actuating the shaft 81 in an opening direction, for example, to increase the fuel supply to the engine in response to a call for increase in temperature, theshaft S1 will also adjustably position the follow-up rotor winding 79 so as to induce in the winding 77 a voltage tending to counteract the signal voltage calling for increase in fuel or temperature and thereby in effect decreasing the temperature setting with movement of the valve in an opening direction by the motor S2. Similarly, upon the temperature tending to exceed the selected ceiling temperature, Ythe motor 82 will position the valve in a closing direction and the follow-up winding 79 in a direction tending to induce a voltage in the winding 77 counteracting the signal voltage calling for a closing movement of the throttling valve and tending to increase the temperature setting.

It is seen then that as speed of the turbine continues to increase at ceiling temperature drawing morefair into the combustion chamber l?. and Vcalling in turn for increase in fuel and temperature, the controlled variable temperature will decrease with increase in-speed during this transient causing adjustment of the actuator motor 82 in a direction calling for more fuel while positioning the follow-up winding 79 so as to reset the selected temperature of the winding 70 to a lower value. This is desirable to prevent stall during lire-up.

Referring now to the drawing of Figure 1, the yball governor 27 driven by the shaft 26 senses the speed of the turbine 20 and is arranged to adjustably positionv a rotor winding connected across a main source of constant frequency alternating current. The winding 100 forms a rotor portion of a variable coupling transformer 102 having a stator winding ldd inductively coupled thereto. The stator winding 104 is operatively connected through suitable electrical conductors to a stator winding 105 of a second variable coupling transformer 107 having a rotor winding 109. Rotor winding 109 is connected through suitable conductors to the input of an ampliier 111 which may be a conventional type or of a type such as shown in U. S. Patent No. 2,493,605 granted January 3, 1950, to Adolph Warsher and assigned to Bendix Aviation Corporation. The output of the ampliiier 111 is connected through conductors lf3 to a control winding 115 of a two phase reversible servomotor 117 having another winding 119 connected across the main source of alternating current. As indicated diagrammatically in Figure 1, the servomotor H7 drives through ashaft 12l. suitable rotary switch elements 123, 125, 127, 129, 131 and 133 and also the rotary winding 109'so as to follow the position of the first winding 100. Thus adjustment of the rotor winding 100 in response to a change in speed as: sensedV by the` governor` 27. will canse'.l throughr'the servomotork 117 a: like adjustmentA of the:roton;winding 109f to a` null position; togetherA withadjustmentof the rotary switch elements 123433.

Cooperating with the rotary switch elements 12S-133 are respective brush elements` 135, 137,139, 141,145 and 145 which cooperate with the relay switchz. system shown diagrammatically in Figure 2 ashereinafter. explained.

Switching System Referring now to Figure2, in order to eifectthe automatic starting operation, a cut-off switch indicated" by theI numeral 150 must be rst closed' so as to` effect energization of a relay winding 151 of the relay mechanism 153 having movable contacts155, 157 and 153'; Such energization of the winding 151 will then cause contact -155'toV close contact 155A while contact 157 closes contact 157A and Contact 158' engagesl an open contact 158A. The closing of contact 155A byA the movable contact 155 will then electV energization of a relay winding 160 through line 162. The: closing of contact 157A by movable contact 157 will'l similarly cause energization of a relay winding 165 through a conductor 167.

The relay winding 160 controls movable contacts 170,'l 171 and 173 and upon energization of the relay 160 the' movable contact 170 closes contact 170A, the movable contact 171 closes contact 171A and movable' contact. 173 engages open contact 173A.

The` energization of the relay winding 165 similarly causes movable contacts 180, 1.81, 182, 183, 184, 185, 186, 137 and 188 to close cooperating contacts 180A, 1811A,.182A, 183A, 184A, 185A', 186A, 187A and' 188A; The closing of contact 180A by the movablel contact 180 effects through the conductor'19i) and 191 a holding circuit for the relay windings 160 and 165 through the rotary switches 125 and 129 heretofore explained.

Now, when it is desired to start the engine, the cut-o switch. 150 isopened causing deenergization of thek relay winding 151 whereupon the movable contacts 155, 157 and S are biased under suitable spring means not shown, so asto. open the contacts 155A, 157A and"158A and` close contacts 155B, 157B and 158B. The closing of contact 158B by the movable contact 15S then eiiects through: a conductor195 and rotary switch 131 andl 133 energization of electromagnetic winding 1.97. The relay winding 197 controls" aY movable contact 198 which upon energization of the winding 197 closes contact 1-99 so as to, complete a circuit for effecting energization cfa suitablestarting mechanism 36 to drivetheturbine engine. Deenergization of the winding 151 also causes the movable contact 157 to open the contact 157A and thus break the circuit through the conductor 167 to the relay winding 165, which, however, continues to be energized i through the rotary switch 129 and the holding contact 180A and 180. Likewise, deenergization of relay wiud ing 151 causes the movable contact 155 to open the contact 155A so as to open the conductor 162to relay winding 160. The relay winding 160, however, continues to be energized through the rotary switch 125 and the holding contacts 180 and 180A.

Ata predetermined driven speed of the turbine as sensed by the ilyball governor 27 of, say for example, 2000 R. P. M., the ilyball governor 27 causes adjustment of. the rotor winding 100 of the variable coupling transformer 102 and thereby rotation of the servomotor 117 in a direction such that the rotary switch 125 opens the energizing circuit for the winding 160 whereuponl movable contact 170 opens contact 170A controlling the circuit for holding the ow equalizer valve heretofore described in a shut-off position so that fuel may now ow tothe combustion chamber of the engine through the equalizer valve. Similarly the movable contact 1'71 -opensi contact 171A and closes contact 171B for per'- afganos@ mitting motor 82. to openv the: throttlingg, valvef 41'. in response to r af signalzfor'zincreaserin temperature.

In'the cut-orf position, the movablecontact 171 closes acontact 171A in lresponse'to energization offrelay wind@ ing 160. The contact 171A, as indicatedxin Figure 2',..is connected to a conductor 200 which, as. indicated in Figure 3, leads to a point 201 on a potentiometerl 202 connected. across a secondary winding 203y of va transformer having. a primary Winding 204. The primary winding204 connected across the main source of' alter; nating current is'arranged to'inducev intothe winding 203 an alternating'current of such a phase asto cause rotation of. the actuator motor 82 in. a direction to close*y the throttling valve 41 to passage of fuel. Thev output'of the secondary winding'203 is connected to input conductor 205 of an amplilier 206 whilethe otheriinputlineiZOSA of the amplifier 206 is grounded. Theopposite. output conductor 200frorn the secondary winding 203 leads through contact 171A,.movable contact switch:.17.1f.and conductor 207 to a switch 181 closing a groundedcontact 181A. Corresponding` switches. are indicatedin Figure 3 by dotted lines as connecting line 200 to line 207 and line 207 to ground. The latter ground con'- nection is eifected in. Figure 2 by' the' movable switch contact 181 which closes contact 181A upon energi'zation of! the electromagnetic windingl 165.

It will be seen then that the output of the secondary winding 203 ofv the transformer having primary winding 204' is then connected to the` input of the amplifier 206 through conductor 205 and grounded conductor 205A. The amplifier 206 may beof `a conventional type or may bey of a type such as disclosed in the U. S. Patent No. 2,493,605 granted January 3, 1950, to Adolph'Warslier and assigned t'o Bendix Aviation'Corporation. The output 207 of the amplifier 206 is connected through a phase selector 208 having an output' 208A leading to the input ofthe amplifier 87. Thel phase selector may Vbe of a conventional typeor a typev such as disclosed in the copending application Serial No. 41,329 tiled July 29, 1948, by William E. Braudau` and is arranged to permit a signal voltage of av phase corresponding 'to that' Yihduced through the secondary winding 203 to the phase selector 208.v to pass, whilev not'permitting the passage, ofv a signal voltage' of: an opposite phase. The signa-l voltage `which phase' selector'208 permits to pass isV of such a phase as to cause the motor 82 t'o` drive the thrcttling valve 41: in a direction. forwclosingY the valve g1 tlc-cut oft the passage offueltothe combustion chain- Now, upon the cut-olf switchltlbeing opened andfthe electromagnetic winding .being deen'ergized, as' upon the turbine 20 beingdrivenz by the.4 starter 36 to a speed suiiicientjto open the rotary switch1125,l such as', for' eX- ample, 20003K. P. M.,.then the .movable switch contact 17.1 opens Contact 171A andl closes contact 171B The contact 171B, as indicated in Figure 2', is connectedto a conductor 209- which, as indicated in Figure3, leads to. a point 210 on a potentiometer 211 connected across a secondary winding 213 inductivelycoupled to `the 'primary winding 204 and so arranged'tliat .there is induced into the secondarywinding 213\a voltagehavinganlopposite phase relation to that'induced in the secondary winding 203. The output of the secondary winding. 203V is connected to the input .conductor 205: of the. amplifier 206 while the other input line 205A ofthey 'amplifierv 206 is connected to a common ground connection to which the opposite output conductor 209 is connected through contact 171B, movable Contact switch 171,l conductor 207 and switch 181 closing ground, Contact 181A. vCorresponding switches are indicated in Figure 3 by dotted i in the winding 203 are not permitted to pass through the phase selector 208. Therefore, the signal voltages from the winding 213 do not pass to the ampliiier 87 from thc phase selector 208 and the servo motor 82 may adjust the throttling valve 41 in an opening direction as determined by the temperature responsive control heretofore dcscribed.

Deenergization of the electromagnet 160 also causes movable contact 173 to close 173B for effecting through rotary switch 131 energization of a relay winding 215. The energization of relay winding 215 causes a movable contact 216 to close a contact 217 for effecting operation of the ignitor 35 for igniting gases in the combustion chamber 12 for starting the engine.

A fuel owing to the combustion chamber 12 through t'ne throttling valve 41 and the equalizer valve 35 now starts to burn and the temperature in the combustion chamber rises until the ceiling temperature set by the connection of the conductor 68 to the potentiometer 69 of Figure l is achieved.

It will be noted that, as shown in Figures l-3, the movable contact 186 closes contact 186A upon energizetion of the winding 165, causing in turn the energization of the relay winding 220; energization of relay Winding 220 in turn causes a movable contact 65 to close a movable contact 66 connecting into the temperature loop the output Winding 67 of a rate generator 226. The rate generator 226 has a winding 227 connected across a main source of alternating current and has a rotor driven through shaft 228 by the servo motor 117 at a speed proportional to the acceleration of the turbine 2l).

The output of the rate generator' 226 has a frequency determined by the main source connected across winding 227 and the output voltage is proportional to engine acceleration and isV connected in the temperature sensitive circuit by the contacts 65h66. The rate generator 226 is arranged to introduce a feed back voltage having a phase relation such as to reduce the selected temperature level with increase in engine acceleration. Since the characteristic of turbine engines is relatively poor eiliciency at low speeds, a xed operating temperature sufficiently high to guarantee acceleration of the engine at starting speed results in a runaway acceleration as the rated speed is approached. The acceleration feed back introduced by the rate generator 226 acts to moderate this tendency.

Speed continues to increase, however, at ceiling temperature and it will be noted that the control temperature setting decreases with increase in speed during this transient since the position follow-up tends to reset the selected temperature to a lower value.

This is desirable to prevent stall during lire-up.

When the turbine reaches a predetermined self-sustained speed of, for example, 4000 R. P. M. the rotary switch 133 opens to deenergize electromagnet 197 whereupon the movable contact 138 opens the contact 199 and deenergizes the starter mechanism While the rotary switch 131 opens to deenergize the relay winding 215 whereupon the movable contact 216 opens the contact 217 to deenergize and extinguish the ignitor mechanism 35.

Further, when the speed of the turbine reaches an additional self-sustained speed of, for example, 550 R. P. M., the rotary switch 129 opens the energizing circuit for the relay winding 16S whereupon the several movable contacts 180-188 open respective contacts 130A. to 183A While closing the associated contacts 132B, 183B, 184B and 187B so as to transfer the circuit shown in Figure l to the circuit shownin Figure 3 for normal ground operation.

More precisely, a holding circuit for the relay windings 160, 165, 197 and 21S controlled bythe speed sensitive switches 125, 129, 131 and 133 is broken by the opening of contacts 180 and 180A upon deenergization of winding 165 and the starting cycle cannot be rie-initiated without first closing the cut-oit` switch 150. This arrangement thus 8 prevents accidential re-energization of the starter and ignitor equipment in the event the engine should stall.

Furthermore, the deenergization of the electromagnetic winding 165 permits the movable contacts 181, 182, 183, 184, 185, 186, 187 and 188 under suitable spring means to open contacts 181A-188A, respectively, and close associated contacts 182B-1S7B, respectively, so as to transfer the connection of the speed transformer 102 and speed follower transformer 107 of Figure 1 from the system shown in Figure l to that shown in Figure 3 for normal operation.

Thus, deenergization of the electromagnetic winding 165 causes the movable contact 181 to open the Contact 181A so as to open the ground connection of line 207 and the movable contact 187 to open contact 187A and close contact 187B to connect line 200 to line 207 as indicated schematically by dotted lines in Figure 3. f

Further, upon such deenergization of the winding 165, the movable contact 182 opens contact 182A and connects the line 76 from the follow-up winding 77 to the stator winding of the transformer 107, as indicated schematically .in Figure 3, while movable switch contact 183 opens contact 183A to disconnect the rotor winding 109 of the transformer 107 from the input of the amplifier 111 and close contact 183B to connect the rotor Winding 109 across the main source of alternating current. Thus, upon deenergization of the Winding 65, the connection of rotor winding 109 is transferred from that shown in Figure 1 to that shown in Figure 3.

Moreover, 'movable contact 184 upon deenergization of the relay winding closes contact 184B to connect the output winding 67 of the rate generator 226 in the input line to the amplilier 111, as indicated schematically in Figure 3. Further, the switches 131, 182 and 185 are arranged, as shown in Figures l and 2, to transfer the connections of the transformers 102 and m7 from that shown in Figure 1 to that shown schematically in Figure 3 upon deenergization of the winding 165.

Furthermore, thhe movable contact 186 opens the contact 186A so as to potentially deenergize the electromagnet 220 in the event the pilot should transfer control from ground idle operation to normal ground operation by opening the switch 225. ln the close position of the switch 225, the system remains in ground idle operation andthe electromagnetic winding 220 continuesy energized.

VThe movable contact 187 upon deenergization of the relay winding165 further opens contact 187A and closes the contact 187B so as to in effect cause the switch of Figure 3 indicated in dotted lines to close the contact for a maximum speed limit of, for example, 6000 R. P. M., which serves to override the existing temperature setting as will be explained.

Normal ground operation To effect normal ground operation, pilot may now move a selector switch 225 to an open position cie-energizing electromagnetic winding 220 causing a movable contact 230 to open associated contact 230A and close associated contact 230B as shown in Figure 2. As shown schematically in Figure 3, the latter action serves to in effect shift the speed selector switch to the dotted line position indicated by the numerals 171 and 230 of Figure 3 so as to close a circuit through the contact indicated by numerals 171B and 230B which raises the speed ceiling to a higher value of, for example, 7088 R. P. M.

Furthermore, the de-energization of eleetromagnet 220 causes a movable Contact 232 to open associated contact 232A and close associated contact 232B which effects a circuit for controlling the propeller pitch by a suitable mechanism indicated diagrammatically in Figure 9 and explained hereinafter. The de-energization of the electro-magnet 220 causes movable Contact 65 to open a contact 66, shown in Figure l and heretofore described, and closeva second contact 66A, as shown in Figure 3, which increases the temperature ceiling of the regulating system arenoso 9 fronti that. of. thesetting of Figure 1. to that of setting of Figurewithswitch closing-contact 64, ers-indicated by dotted lines.

The de-energization of the electromagnet 220 also causes movable contact 235 to open an associated contact 235A which potentiallyy de-energizes a second electromagnet 240m the event the pilot should open a switch 242'totr'ansfer from normal ground operation to flight operation.

During ground operation with the switch 242'closed, it is" e'xp'e'c'tedl toi maneuver the airplane by maintaining the presetf speed of, for example, 7088K. P. M'. of the overspeed governor andvarying power by adjusting the blade angle ofth'e'pro'peller to give forward and reverse thrust at the s'ame time; Thespeed is isochronous (dead beat, n'odro'op) as the follower 77 is wiped out by the speed control circuit.

Flight operation For ight operation the pilot may open switch 242 to cle-energize the relay Zitti whereupon movable contacts 245, 2457,v 65', 251 and 51 are biased by suitable spring means to open associated contacts 25A,2i7A, 6d, 251A an'd 62;.resp'ectively, and close associated contacts 245B, 247B, 64A, 251B andA 21?. The opening of contact 245A andi the closing of contact 245B in eiect shifts the speed selector switch 245 of Figure 3 to close a Contact 245B as indicated by solid line in Figure 3 which increases the speed level from the previously selected value of, for examp1e,v7088 R. P. M. to a higher level of, for example, 7200 R. P. M.

Moreover,` the opening ot' contact 2-i7A and the ciosingofthe contact 247B puts the propeller pitch governor innor-mal. speed control as hereinafter' explained.

Further, theV opening of contact 625 andthe closing of contact @A in effect causesa like designated switch 63 inf Figure 3 to close a contact 64A to change the temperature of a control system from a xed ceiling to onel which is variable by movement of the pilots power control lever 46 as indicated in Figures 3 and 4.

The cie-energization of the electromagnet 240 causes a movable Contact 251 to open contact 251A and close contact`251B to cause a like indicated switch 251 in the system of Figure 3 to close a contact for transferring the reset transformer from the arrangement of ground operation to that of flight operation indicated in Figure 3.

Furthermore, the de-energization of electromagnet 240 closes a movable contact 61 to open contact 62 and closes contact 62B to in effect cause a like indicated switch 61 in the system of Figure 3 to connect' into the mixer system 60 signals for operation of the regulator system during normal flight operation.

Operation of'oversp'eed control During ground idle operation the secondary `winding 203` provides a signal voltage of a phase which is opposed by the signal voltage of the transformer 192 which is of opposite phase and, therefore, so long as the signal voltage across the output lines d-XSS of the primary winding 203 does not exceed the signal voltage of the transformer 102 no signal passes through the phase selector 208. However, as the speed of the turbine 20 increases the rotor winding 16S is adjusted so as to decrease the voltage induced in the stator winding 104 until at the predetermined maximum speed of, for example, 6000 R. P. M. the signal voltage at the output lines 20G-205 exceeds that of the signal voltage from the transformer 102 so that thereupon a signal voltage passes through the phase selector 298. Such signal voltage passed by the phase selector 208 aifects the amplifier S7 and actuator motor S2 so as to adjust the throttling valve 41 to decrease the fuel supply to decrease the engine temperature and speed so that during normal ground idle operation the engine operates at a steady predetermined speed of, for example, 6000 R. P. M.

Now upon the switch '230 being adjusted to close concycle.

tactZSBi for! connectingline 207 to line.` 209'as; during normal ground?v operation 1 a.= signal voltage: isa supplied by outputI lines: 265;- 269' of the kseconda-ry winding.; Zlfin.; steadl of the; secondary winding: 203-. Thesignal voltage suppliedby the secondary winding 213- wiil bie inpliase with that supplied by transformer 1,02 at the frste pre determinedspeed-of, for example, 6000 R. P; M but as the speed of the turbine 2i) increases adjustment. off the rotor winding 1100. by the ily-ball! governor 27y causesza'n inversion inl the signal" voltage induced in the stator: winding 194 of the transformer. 162. until asi afpredeterm-ined speed ot`for. example, 7088 R. P. M. is approached,.the signalvolt'age induced in the stator winding 104=ofoppo site phase'` tends:v to balance that? induced in the 1 secondary winding 213 and upon this predetermined` speed being exceeded thev signal voltage inducedv in4 the winding 1mi exceeds thatin the secondary winding23 'a-ndpassesl the phase selector 238 so as to causeiactuaton motor 821D move in adirection todecrease.the-fuelsupply'to-thereof bustion chamber 12V to decrease. the engine. temperature and speed so that during normal ground opera-tion. the engine operates at a steady predetermined speed of, for example, 7088 R'. P; M.

New upon the switch 245 being adjusted so astto open contact 245A and close contact 245B so as to` transfer from output line 209 to output line 209A a higher pre determined speed is selected of, for example, 7200 R. P. M. and upon the: rotorV winding .100 being further adjusted bythe y-o'all governor in a speed increasing di.- rection ther voltage'induced in stator winding 104 exceeds that. .across the output lines 21%' and 2615A. to limit the speed of the turbine at the predetermined speed. ofy 720.0 R. P. M.

lt wiil be seen from the foregoing that theA speed sensing unit'. of. Figure 1 is the same ily-ball. governor' 27 and transformer 102 which. is used during normal operation to supply speed sense to the electronic control :system in termsof a. voltage signal. VFor the start cycle,l however, this speed transformer 102 is coupled tosthe reset transt- ,foriner :197 whichV lacts as servo operated follower. of speed asishownin Figure*v 1. The reset. Vtransforn'ner 107 during; normal ground idlel and. ground operation is con# pled in ser-ies with the follow-up transformer '77-to affect the reset ampliiier and` thereby `the resetactuator .motor so as to cause ,adjustmentof the rotor winding 109m -a direction izo-cancel lout theI follow-up voltage .induced in Winding 77 by adjustment of the rotor winding ,79 by the valve actuator motor S2 andy thereby remove thefollow'up temperature drooping eifejct. In the starting :operation such lfollow-upv temperature drooping; effectv is not re'- moved and. as heretoforeexplainedit is adesirable chanacteristieirr the starting operation to have such-tempera.- ture droop with incr-,easing speed.

In. the .start cycle a position follower is required and not a voltage follower and toachieve this the' stator windings 194 andL LGS (speed and reset) are intercon'` nectedvasfshown in Figure l. rline-rotor 1000i? the speed transformer basan excitation voltage applied, whilethe rotor of the reset transformer 105 is connected during th'estartingoperation to the inputof the reset amplifier 111 as shown in- Figure. l. In thisway the reset actuator motor llfactsto. crank the reset rotor 109 through shaft V121m anull position which corresponds to the transformer rotor position and the result is. a ,servo operated speed. follower to. open and close suitable .switches for eife'cting the `several functions in the starting operationiheretofore described.

The selected temperature for the start-cycle (thelcon- `trolling factor) is low enough to prevent 'compressor stall?, and at the same time vhigh enough toprovide .an accelerating torque in the engine throughout thef start The-"actual' control circuit itself Yis a Vmodified version of that used in normal operation. The effective followup signal used inthe ground idle and ground 'operationk circuit, is not available duringl aV start, sincethe aviones reset transformer 105 has been taken out of the circuit. A direct follow-up signal is supplied to the circuit in its stead by the adjustment of the rotor winding 79 relative to the winding 77 by the actuator motor 82, as shown in Figure l. Using a direct follow-up in this manner introduces temperature droop. The maximum variation in temperature directly due to this droop does not exceed 25 degrees Fahrenheit.

The engine after starting will continue to accelerate up to the ground idle R. P. M. R. P. M. below ground idle the transfer relay controlled by rotary switch 129 switches over to normal operation, ground idle. The starter 36 and ignitor 35 are both arranged to be cut out by suitable rotary switch relay operated means at some point below the transfer R. P. M. The key to a smooth transfer of control functions at this point is the relative position of the reset transformer 107. The position of the reset transformer 107 as a speed follower should closely proximate the position of the reset in the follow-up loop for average ground idle operation.

Having completed the start, all relays used in the start cycle are de-energized and in addition the voltage supply to the start rotary switch is cut off. Repetition of the start cycle, or any portion of it may only be initiated by going through the cut-olf position.

Flight operation dicated in Figure 3, it will be seen that the ceiling temperature selector 68 for ground operation is cut out of the temperature circuit by the switch 63 and in its stead there is operably connected a transformer 300 having stator windings 302 and rotor winding 303 connected across the main source of alternating current. The rotor winding 303 may be variably positioned through operation of the lever 46 to select the desired temperature.

Further connected in series with the stator windings 302 of the transformer 300 is an output Winding 305 of a rate generator 307 having a Winding 309 energized from the main source of alternating current and a rotor 310 driven by the actuator motor 82 so as to apply to the temperature responsive loop a follow-up signal voltage proportional to speed of change in position of the throttling valve 41 and tending to retard rapid change of position of the throttling valve 41 so as to maintain stability of control.

The output voltage of the rate generator 307 is also applied across the cathode and grid of an electronic valve 310 so as to cause a cathode plate voltage in the primary winding 312 to produce in the secondary winding 314 of the transformer 316 a follow-up signal voltage. Such follow-up is in turn applied in the overspeed loop so as to tend to retard rapid change in the position of the throttling valve 41 under overspeed conditions and thereby provide stability of control in the overspeed governor.

Furthermore, the adjustment of the switch 61 to open grounded contact 62 and close contact 62B to the mixer system 60 permits the follow-up transformer 77-79 to apply a follow-up signal to the temperature loop which is in turn wiped out by the action of reset transformer 107 having the rotor winding driven by the reset motor 117. lt will also be noted that the rate generator 226 applies through the output winding 67 a rate signal to the input of the reset amplifier 111 proportional to the driven speed of the rotor 109 so as to retard rapid change of position of the reset winding 109 and thereby provide stability of control.

The structure hereinbefore described with reference to Figures l to 4 is disclosed and claimed in the copending application Serial No. 158,273 filed April 26, 1950, by

Sigmund Machlanski and assigned to Bendix Aviation Corporation. There is also described and claimed in application Serial No. 268,303, tiled January 25, 1952, by Sigmund Machlanski, as a division of the application At approximately 500 '12 Serial No. 185,828, features described herein of a single lever controlled starting and power control device for an aircraft engine.

Improved features The present application is directed to, among other features, a single lever control and operation mechanism hereinafter described with reference to Figures 5 to, 10 for use with the control system hereinbefore described and shown with reference to Figures 1-4.

'the improved unit is used to convey intelligence to the control system through a system ofV switches 150, 22S and 242 which are actuated by the manual positioning of control lever 46 and also by positioning the rotor element 303 of the temperature selector transformer 300 which is geared to the manually operable control `lever 6 as is also rotor arm 402 of a potentiometer 400, shown in Figures 7 and 9, for scheduling the adjustment of the pitch of the propeller 21 during ground operation.

A further feature is the provision of novel means by which the limiting of power and temperature in the engine is achieved. In order to avoid superimposing one control on another, the value of selected temperature which would produce both a safe limit of combustion temperature and safe limit of power output is separately computed by a novel stop computer as a function of several variables affecting these two limiting conditions. A servo operated stop in the control unit is then positioned by the computer so that the control lever 46 cannot be advanced beyond the limited point and so that the control lever 46 remains within a safe operating region. The action of the computer and stop mechanism is such as not to introduce any problems of stability or interference which might otherwise result through the mixing of the electronic circuits involved. The computer and stop mechanism is described and claimed in the copending parent application Serial No. 185,828 tiled September 20, 1950, by Sigmund Machlanski.

Singt'e lever control :mit for conditioning aulomalz'c control system As shown in Figure 7, the control unit includes a quadrant shaped casing 357 having formed therein a slot 359 within which the lever d6 may be adjustably positioned. The slot 359 is shown in detail in Figure 6.

A plate 361, shown in Figures 7 and 8, is slidably mounted on pins 363 and 365 positioned at opposite ends of the plate 361 and aixed in the casing 357. Formed in the plate 361 is a longitudinal slot 367 in which is slidably mounted the lever 46.

The lever 46 is pivotally mounted on a shaft 369 by a pin 370 at a point intermediate the opposite ends of the lever 46. One end of the lever 46 has a ball 372 affixed thereto for convenient manual operation of the lever 46, while the opposite end of the lever 46 projects from the casing 357 through a slot 373 and is connected through a mechanical linkage 375 to an emergency control not shown herein, but which may be of a type arranged to take over control of the engine upon malfunction of the electronic or primary control with no initiating action required of the pilot. gency system controls the engine over the same parameter and to the identical state condition that the control lever d6 designates for the main control system. Thus, malfunction of the electronic or main control system, as indicated by failure to maintain the selected state condition will automatically cut in the emergency control which may be cf a type disclosed and claimed in U. S. patent application Serial No. 192,508, iiled Gctober 27, 1950.

The lever 46 may be pivoted on the pin 370 as the lever 46 is adjusted laterally in the slot 359 from position B to position C and from position E to position F, as indicated in Figure 6. Such lateral pivotal adjustment of the lever 46 will cause the plate 361 to move laterally This means that the emer- 13 'withthe leverf46 witha snap action,.aszindic'atedin Figuresl7-an'cl-8.

The'la'tteil'sap"action is eilec'tedthrou'gh operation of a'- U``shap`ed togglefb`a`1j-377 pivotally mounted' in a bearing member`379 carriedby thecasing 357'. Thetoggle b'ar 377 has arins 381 and 3821'p`roj'ectin'g from the opposite ends there'o'f.-4 Projecting tomthe free" ends of arms 381 andl 382 are-pins V384 and386p`ositioned in suitable slots 388 and 389, respectively, provided in the plate 361' and cooperating with the pltlsl.

Spring' elements-T391 and 393-are connected to the re- 'specti've arms"381 and-382 by pins 394 and 395, respectively, and'to'ftheca'sing 357 "by pins397and 398, respectivelyf A'sshoivxiby'`l Figure 8, lateral movement of the shift pla'te361 vslidably mounted on the pins363 and 365 may bev` effected 'throught operation ofthe lever 46 as upon adjustment thereof'fronipo'sition-B toposition C or from position E to position F of Figure 6.1 Such lateral movement Will causeth'e spring elements 391'and'393 to bias the 'shiftplate 3'6'1and thereby the lever 46 to the latter position C or F with as'n'ap action-as the arms 381 and 383 'pass thrbughthecenter pointof the bearing member 379.

Three switch mechanisms 1450, 225, and 242 are mounted within the quadrant shaped casing 357 and are arranged for operation by the positioning of the control lever 46. The switch mechanis'ms'lStl, 225 and 242 serve -to determine the operating conditionsof the control system as heretofore explained with reference to Figure'2.

Theiswitchmechanisms 150, 225 and 242 may be of a Econventional snapaction type, well known in the art in which the switch mechanisms 150 and'225 are' normally biased by vsuitable spring meansto a circuit open position while the switch mechanism 242 is normally biased by suitable spring means to a circuit Vclosed position.

TheY switch mechanism 150 has a` switch actuating member 150AA which isengagedby the lever arm 46 when in the cut-off position A `of Figure 6 so`as to causethe switch mechanism 150lto bev actuated to a circuit closing position.

` Upon arcuate movement of the lever arm 46 from the cutlotl position'A to thestart'position B; the lever arm '46 disngages the switch actuating member 150A, whereupon the 'switch mechanismI'SO is lrelea`sed -to`a circuit open position for initiating` operationl of the automaticv starting control asheretofore described with referenceto Figures 1\-4.

The switch 'mechanism 225has a switch 'actuatingmemvber 225A which is engaged by the lever 46 when inthe start-'ground idle position B so' as to cause the switch mechanism 225 to be actuatedto a circuit closing-'posi- 'tion for eie'ctin'g ground idle operation off'the control system as described with reference t'o-Figures' l -4.y

Upon lateralmovement of the lever armV 46 from the start-groundidle positionB to ground operation position C of Figure 6, the llever arm 46 disengages the switch actuating member 225A, whereupon the switch mechanism 225 is released to a circuit open position fornconditioning the control system for ground operation upon the-starting operation being effected through the automatic starting control, as described with reference to Figures 1-4.

The switch mechanism 242 has a.- switch actuating member 242A-operatedv by a resilient arm 242B which isactuated'by the arm 382 of the toggle ba-r 379 so as to cause the switch mechanism 242 to be actuated` to a circuitopenposition, upon lateral movement` of the lever arm 46 from the taxi forward position E to the night operation position F causing in turnthe Yshift plate 361 and the toggle arm 382 to move laterally to eiect actuation of the resilient arm 242B to open switch 242.

During arcuate movement of the lever arm 46 in the ground operation range ofpositions C, D and E; the resilient-arm 242B releases the switch actuating. member 242A so as to permit the switch mechanism 242Ato`assume n shown in Figure 9 provides opposite 'a'r'ms of av normally balanced bridge circuit `404`whichlmay be of conventional type. The bridge circuit-104' 'includes al 'secbndpoten tinietr 46S having andj'tblearnl 407 and'as'urce @alternating currbnrbjnneeted'pby cbndefbrs tbs aan 4to across the' bridge creuittjog; o

Upon the 'cntrol'syst'e'm fof Fi'gnre`2'lbeiiigin' ground operation with' switch 232. clo'sin'g' cmtactY 232Bl and switch1247 closingjcontact247Bgas1indicated in'Figure 9, thevarm 402 andy arm- 407 are connected by` conductors 4li2 and'4l'3 to the input ofl a suitable amplifier 415 of conventional type havingoutput conductors 417`and'419 connected to a control winding 42'1 of a two phase motor 425 of conventional type. The motor 425 has aftxed phase winding 427connec'ted`ac1oss the source of alternating Cufrfmj .s j

The motor 425 is arranged toadjustthrough a shaft 4249 andl inkage 430 the settingY of the .propeller pitch control mechanisml29'upon an adjustment of the lever 46 and contactlarni4t92 unhalancing. the bridge-circuit 404. The arm 4Q'M7Lis likewise adjusted b'ythe motor 425 througha shaft 433, indicated bydotted lines in Figure 9 in a direction to rebalance thebridge circuit 404. y

A positioning of the control lever 46` in the ground operation range C-Ezaffects through the mechanism 29 the angle of` the propeller-4 blades in a positive pitch range for the taxiing of the aircraft on the `ground in a forward direction, whiley adjustment ofthe control lever 46 in the groundoperationwrange C-Dkeifects thrdugh the mechanism 29f-the angle' of the propeller blades 2l in a negative pitch range for the taxiingof the aircraft on the groundrin a-reverse directionf The adjustment of the control lever 4 6 to the position C eifects adjustment of the propeller blades 21 to'aneutral-position; n

However,y during ground idle operationfwiththe control lever46-at the position B' the switch 225'is closed causing the relay switch 232 to close contact 232A and open contact 232B. afljhev contact 232A isS connected through a conductor 435 to aA tixedpoint on thepotentiometer 400 for the selection of 4minimum torque or a minimum angle of pitch for the propeller bladesv21 elective during start and ground idle operation.

'Adjustment of the control lever 46 from the ground operation position E to the flight cruise minimum Ypower position F opens the ight operation'switch 242 thus deenergizing the relay winding 240 of Figure 2 and causing relay; switch 247 to open contact 247A and close contact 247B. The contact 247B is connected through a conductor 437 to a fixed point on the potentiometer 400 for effecting through bridge circuit 404 and motor 425 a speed setting adjustment-of the control-mechanism 29 for night operation.

The point at which conductor 437 is connectedto the potentiometer 400 is such as-to cause through motor 425 an adjustment of the` mechanisml 29 in excess of that effected in either start-ground idle or ground operation. Upon such adjustment of the mechanism 29 for flightoperation, the mechanism 29 serves to maintain the speed of the engine at a predetermined value by varying the pitch of the propeller 21 through the operation of suitable speed responsive means Well known in the art. The mechanism 29 is not shown in detail, but may be of a suitable type well known iii the'at.V

sar/iones During ground idle and ground operation, the pitch of the propeller 21 is adjuled through operation of the mechanism 29 to predetermined angular positions, for example, during start ground idle operation to blade angle, While during ground operation to blade angles from 25 to +9, respectively depending on the position of the control lever 46 within the range D-C-E. During such start-ground idle and ground operation the speed of the engine is controlled by a speed governor in the control system of Figures 1 and 3 which varies the fuel to maintain preselected speed settings and also con trols the fuel on accelerations to maintain selected maximum temperatures. In flight operation, the speed of the engine is maintained at a predetermined value by varying the load of the Variable pitch propeller 2i controlled by the propeller control mechanism 29 in response to the speed of the engine. The control system of Figure 3 during such flight operation varies the fuel flow so as to maintain a selected turbine temperature corresponding to the position of the power control lever 46.

Engine temperature control and safety stop means Motion of the control lever 46 in the flight cruise range aects the temperature setting of the control circuit by adjustment of the temperature selector transformer 300 which has the rotor winding 303 mechanically coupled to the control lever 46 through the gearing 399 and shaft 369. The transformer 300 produces a signal input to the temperature control circuit, as heretofore described with reference to Figure 3.

in operation, however, the maximum position of the control lever 46 is limited, as shown in Figure 9, by a servo operated stop pin 440 carried by an idler gear 442 rotatably mounted on the shaft 369 and adjustably positioned through gearing 445 by a motor 446 under control of a maximum engine power and combustion temperature cornputer mechanism, described and claimed in copending parent application Serial No. 185,828 filed September 20, i950, by Sigmund Machlanski. A dog 447 clamped to the shaft 369 is arranged to come into contact with the stop pin 440 in the limiting position. The motor 446 is further arranged so as to adjust through gearing 449 the rotor element of a follow-up transformer 450 in the computer mechanism.

The temperature selector transformer 300, propeller pitch control potentiometer 400, servomotor 446 and follow-up transformer 450, together with gearing 399, 445, 449 and idler gear 442 and dog 447 are mounted Within a control box 445 aixed to the casing 357, as shown in Figure 5.

Although only one embodiment of the invention has been illustrated and described, various changes in the form and relative arrangements of the parts may be made to suit requirements.

What is claimed is:

l. For use with an aircraft engine having a combustion chamber, an air intake conduit to said engine, a fuel intake conduit to said chamber, means to control the supply of fuel to said combustion chamber, combustion gas temperature responsive means to regulate the fuel supply control so as to maintain the combustion gases at a preselected temperature, a variable pitch propeller driven by said engine, and a mechanism to control the pitch of said propeller; the combination comprising a manually operable control element, first means operably connected to said control element for Varying the setting of said propeller pitch control mechanism so as to select the pitch of said propeller upon adjustment of said control element within a first range of operation, Second means operably connected to said control element for varying the setting of said temperature responsive means to vary said selected combustion gas temperature upon adjustment of said control element Within a second range of operation, switch means operable upon movement of said control element from said first range of operation to said second range -of operationfor placing said first means out of operation and said second means into op eration, a shift plate, toggle means operably connected to said shift plate, said control element being slidably mounted in said shift plate, and said toggle means operably connected to said switch means for effecting operation of said switch means upon movement of said control element laterally from said first to said second range of operation.

2. For use with an aircraft engine having a combustion chamber, an air intake conduit to said engine, a fuel in take conduit to said chamber, means to control the supply of fuel to said combustion chamber, combustion gas temperature responsive means to regulate the fuel supply control so as to maintain the combustion gases at a preselected temperature, a variable pitch propeller driven by said engine, and a mechanism to control the pitch of said propeller; the combination comprising a manually operable control element, first means for varying the setting of said propeller pitch control mechanism so as to select the pitch of said propeller, second means for varying the setting of said temperature responsive means so as to Vary said selected combustion gas temperature, and control means positioned by said control element to *operatively connect said first means to said propeller pitch control mechanism upon adjustment of the control element Within a predetermined first range of operation, said control means being alternately operable by said control element to operatively connect said second means to said temperature responsive means upon adjustment of said control element within a different predetermined second range of operation.

3. The combination defined by claim 2 in which said control means includes switch means operable upon movement of said control element from said first range of operation to said second range of operation for placing said first means out of operation and said second means into operation.

4. For use with an aircraft engine having a variable pitch propeller; a control mechanism comprising in cornbination a manually operable control element, first means for selecting when in a first operative relation the operating temperature of said engine, second means for selecting when in a second operative relation the pitch of said propeller, said first and second means being adjustably positioned through said control element, means operated by adjustment of said control element for placing said rst means in said first operative relation and said second means out of said second operative relation during a predetermined rst range of adjustment of said control element, and other means operated by adjustment of said control element for placing said first means out of said first operative relation and said second means in said second operative relation during a predetermined second range of adjustment of said control element.

5. For use with an aircraft engine having a variable pitch propeller; a control mechanism comprising in combination a manually operable control element, first means for selecting when in a first operative relation the operating temperature of said engine, second means for selecting when in a second operative relation the pitch of said propeller, said first and second means being adjustably positioned through said control element, Ythird means operated by adjustment of said control element for alternately placing said first and second means in and out of said first and second respective operative relations, said first means including a first variable electrical control device adjustable by the manually operable control element for selecting when said rst means is in said first operative relation the operating temperature of said engine, said second means including a second variable electrical control device adjustable by the manually operable control element for selecting when said second means is in said second operative relation the pitch of said propeller, said third means including a first switch means operated upon manual adjustment of said control element in one sense to place said iirst means in said first operative relation, said iirst sevitch means operated upon manual adjustment of said control element in another sense to place said rst means out of said first operative relation, and said third means including a second switch means operated upon manual adjustment of said control element in said other sense to place said second means into said second operative relation.

6. For use with an aircraft engine having a variable pitch propeller; a control mechanism comprising in combination a manually operable control element, first means for selecting when in a iirst operative relation the operating temperature of said engine, second means for selecting when in a second operative relation the pitch of said propeller, said rst and second means being adjustably positioned through said control element, third means operated by adjustment of said control element for alternately placing said rst and second means in and out of said rst and second respective operative relations, said second means including a normally balanced bridge circuit, a motor controlled by said balanced bridge circuit, said motor adapted to be connected so as to control the variable pitch propeller, a variable resistor for varying the balance of said bridge circuit, said variable resistor having an adjustable control arm and a pair of taps thereon, said third means including switch means for selectively connecting said taps and said adjustable control arm into operative relation to control through said bridge circuit the motor, and the manually operable control element opera tively connected to said switch means and the adjustable control arm.

References Cited inthe le of this patent UNITED STATES PATENTS 2,575,229 Moore NOV. 13, 1951 

